Photo Gallery 15 HEST BANK

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 During 1963, having at last worked out a way of taking reasonable photographs of static locomotives with my brownie camera, I then tackled the problem of taking moving trains.

As the brownie camera had a slow shutter speed, all my previous attempts had resulted in blurred images. I then tried panning shots but they too were a disaster, head on shots were slightly better but did not show much of the subject.

So after much doodling with paper and pen I came up with the idea that if I took rear three quarter views at the correct angle with the loco in the centre of the frame and the following coaches/wagons in one of the two bottom corners, the image of the engine (albeit on the small side) should be fairly sharp whereas the following coaches/trucks would be blurred giving the impression of a moving train.

I decided to try out my idea just South of Hest Bank Station on Tuesday the16th April 1963 . 

On arrival at Hest Bank Station (near Morecambe) the first working I saw was one of 55A Holbeck’s 55A Jubilee’s, 45608 GIBRALTAR with steam to spare, heading North over the level crossing with the Hest Bank signal box in the background, it is framed by the footbridge that was a popular vantage point for enthusiasts observing southbound steam trains replenishing their tenders from the water troughs just North of the crossing. 

I have posted these three shots (one above, two below), to illustrate what I was attempting to achieve.

Next came (and went) Patriot 45526 MORECAMBE AND HEYSHAM appropriately named heading North at speed on a goods train. 

Royal Scot 46168 THE GIRL GUIDE an 8F Springs Branch (Wigan) loco appeared next heading Southwards at a decent turn of speed at the head of a freight train.

Whilst the results were just about reasonable, I did not take many more shots like that with my Brownie camera. However, after acquiring my new camera in 1964 I returned to the scene on a very hot and sunny day,  Saturday the 13th of June 1964 and tried once again to snap speeding trains, this time taking front three-quarter views with the following results:

An 8C Speke Junction allocated Black Five 45188 powers Northwards on a special car train S41 with the engine in fine fettle and a relaxed looking crew admiring the sea view.

Another Black Five, this time Crew 5B allocated 45297 cruising Northwards on a freight turn again with its crew looking relaxed enjoying the view on a beautiful day.

Heading South, BR Standard 73099 based on 66A Polmadie  shed rapidly picks up speed after overfilling its tender from the water troughs just North of the crossing

Not the best of shots but posted to illustrate the variety of motive power to be seen is 8F 48721 well away from it's home base, being allocated at Stourton 20B depot. Seen speeding South. Possibly working its way down to Crewe prior to being overhauled in CreweWorks later in that year. 

Was this the most insipid looking class of diesel?  D5718 (of 12E Barrow mpd “fame”) heads south at 2.12pm on a Barrow in Furness to London passenger train. An unusual sounding diesel at the best of times but even more so on this occasion as it was being worked hard being less than eight minutes in front of D212 storming south. 

EE Type 4 D212 heading south on a Perth to London express at 2.20pm, hot on the heels of D5718.

Rounding off a most enjoyable sunny day by the sea, in my girl friends opinion, or rather by the West coast main line my opinion, as a bonus, we were hauled back from Morecambe by steam power in the form of a rather run down, filthy Patriot class, 45531 SIR FREDERICK HARRISON which had been pressed into service deputising for the failed type 2 diesel. It had a scheduled short stop at Keighley Station which with its early arrival following a rather lively run gave me enough time to take this picture before departing bang on time as scheduled.

A memorable day in more ways than one including our ice creams melting instantly as we sat lineside - it was so hot it even destroyed our umbrella!

Manchester Piccadilly Station.

F2.8 1/60th. Tripod used!

11am, Sunday 29-11-1964.

A rather grubby Britannia, 70050 FIRTH OF CLYDE waiting to depart with the11.05am train to Cardiff on yet another dull and very wet morning. I just had time to jump on board, soon to be followed by sips of a very hot, fresh coffee. (Do you remember the stainless-steel tea and coffee trolley with the attendant proclaiming “velly flesh coffee” over and over again to all and sundry as he rocked and rolled between the carriages?). Despite having a “car” I always enjoyed the occasional trip to Crewe by train as this enabled me to take photographs of trains in Stations similar to this one.

The journey by train always provided plenty of interest as it passed various sheds en route including Low Moor, Newton Heath, Longsight and Stockport plus a glimpse of the Joddrel Bank telescope (weather permitting) and a clutch of 8f’s often to be seen near Northwich, not forgetting the occasional Electric loco off the Woodhead Tunnel route from Sheffield seen in Piccadilly Stn.

BR Standard class 5,  73093 an 85K Gloucester Horton Road allocated engine photographed at rest with an express passenger working.

Britannia 70048 THE TERRITORIAL ARMY 1908-1958 on a North bound heavy parcel train, awaiting a clear road. This pause appeared to give the fireman a chance to build up his fire as the loco’s safety valves started blowing off just prior to moving off.

The loco was unusual in the respect of its two lined nameplates, which were made of aluminium instead of the usual brass.

Crewe was a spotters paradise with WR  locomotives added to the mix of LMS and BR standard standard classes, not to mention electric traction plus a wide variety of diesels during BR's transitional period in the 1960's. 

The above shot is of one of the Western Regions Grange class  - 6862 DERWENT GRANGE, an 81F Oxford allocated locomotive - running light engine under the wires on the 29th December 1963.

Britannia 70033 CHARLES DICKENS, in very clean condition travelling light engine through the Station.  

On arrival at Crewe Station, I often headed straight for what I always considered to be the highlight of the day, a wander round the Crewe South depot with its immense variety of motive power on display including ex works loco’s looking immaculate following a visit to the Works paint shop. Looking back, I consider myself very fortunate in that I never failed to get around this railway’s equivalent of an aladdin’s cave, it was a freight depot servicing motive power from a large amount of inter- regional freight turns which brought a large variety of freight locomotive classes including ones  from the Western Region which added to the variety.

However, we start with photographs taken on 5A Crewe North shed which at that time provided the motive power for passenger workings mostly in the form of Britannia, Black Five, Jubilee, Royal Scot, Patriot and Duchess class locomotives.

Britannia 70010 on what appears to be on “light duties,” the class J head code indicating an empty wagon train – all one of them!

Jubilee 45554 ONTARIO was observed dead on shed during a visit on Sunday the 29-11-1964, having been withdrawn on Saturday 7-11-1964, following over thirty years service.

Taken on Sunday the 29th November 1964, the above three photographs are included to illustrate  Coronation Class 46256 SIR WILLIAM.A.STANIER.F.R.S. that was observed stored having been withdrawn during October along with 46228 DUCHESS OF RUTLAND (both ex 5A) and 8A Edge Hill’s 46239 CITY OF CHESTER. All three were reported “dead” on the 8th December in sidings at Oxley near Wolverhampton along with three Jubilee’s - 45552 SILVER JUBILEE, 45676 CODRINGTON and 45733 NOVELTY. All were eventually scrapped by Cashmores at Great Bridge during December 1964.    

As my wanderings took me round the shed yard,  the above three shots illustrate a comparison of the front ends of Duchess , Britannia and Black Five classes followed by shots of  Britannia's

70051 FIRTH OF FORTH sporting a BR1D type BR Tender and 70015 APOLLO

(minus nameplates - do you own one?)  coupled to a type BR1 tender.

A total of ten Britannia's were on shed that day (29/12/1963), they were as follows:

70000 BRITANNIA, 70015 APOLLO, 70018 FLYING DUTCHMAN, 70019 LIGHTNING,

70025 WESTERN STAR, 70030 WILLIAM WORDSWORTH, 70033 CHARLES DICKENS,

70038 ROBIN HOOD, 70051 FIRTH OF FORTH and 70052 FIRTH OF TAY.

On the 29/11/64, 8F Springs Branch (Wigan) allocated "Mickey Mouse"  Ivatt 2MT 46484 was photographed looking immaculate, possible ex works, simmering in the shed yard.

5B Crewe South.

On arrival at Crewe Stn, I often headed straight for what I always considered to be the highlight of the day, a whiz round the Crewe South depot with its immense variety of motive power on display including ex works loco’s looking immaculate following a visit to the Works paint shop. Looking back, I consider myself very fortunate in that I never failed to get around this railway’s equivalent of an Aladdin’s cave.

“Black Fives” were a well-liked reliable all-purpose locomotive, with the caprotti/roller bearing version reputed to have achieved over 100 mph on timetabled passenger workings.

Here we see Crewe South resident “Black Five” 45033 (later to be withdrawn during December 1966) being serviced prior to going off shed. The crew? they were not best pleased that the fire needed cleaning out and the smokebox also required emptying of ash.

I remember watching the whole process which must have taken at least an hour including filling the tender with coal and water plus a lamp placed in the correct position before a final check round after “oiling” up.

Another "Black Five" that was serviced and turned round quickly after coming on shed was

Black Five 45250, re-allocated from 5A (Crewe North shed) during July 1964, seen sporting its new shed code 6A (Chester Midland shed) albeit painted onto the smokebox door, is seen moving off shed, late October 1964.

Fellow 5B resident 3F “Jinty” 0-6-0T 47354 (with a bunker full of coal) which was withdrawn during October 1964, after it’s long working life of 38 years and 3 months.

The prolific “Jinty” shunting locos could be observed from their introduction in the early 1950’s and despite being steadily replaced by the hundreds of new 0-6-0 diesel shunters over many years until the class’s total demise in October 1967!  

Like the “Black Fives,” Jinty’s were numerous on the network and many examples were seen on visits to Crewe South Shed. I observed members of the class still being overhauled in Horwich Works as late as Sunday the 12th January 1964, with more noted in Crewe Works on Sunday the 25th April 1965 and even 47482 in Darlington Works paint shop during a visit there on 4thApril 1964.

The Stanier 8F’s were also a prolific class, whilst a freight loco they were occasionally seen on ECS and specials including excursion trains, the balanced wheel version most frequently used for this work.

Rather than illustrate the class at work, I have taken this opportunity to illustrate a

Bescot 2F allocated 8F 48734 in a grim condition following an argument with a diesel hauled “Esso” tanker train containing crude oil near Didcot North Junction on Friday the 14th of August 1964. The collision split open one of the tanks with the result being the contents ignited after having come into contact with the 8f’s fire. The heat then caused further tanks to explode and catch fire which engulfed the loco.

It was observed dead at Didcot on the 27thSeptember, followed by an observation of it heading towards Crewe on 15thOctober and had later been noted as being cut up in Crewe Works during the week ending 7th November 1964.

Having lost many of my notes and negatives over the years, this information enabled me to narrow down the date that this group of three photographs were taken.

The above three classes of locomotives provided decades of sterling service for both the LMSR and BR (M) Regions, surviving well into the diesel era.

9F Spaceship 92241 – bit of a mystery loco. It is seen here apparently not in steam ? 

late 1964 with a damaged smokebox handrail. There are a few undated photos of this loco around which show it in the same position at the same shed with a black five behind.

It is possible it was stored here until being withdrawn from 81C Southall mpd. It was earlier noted in pieces on 81C Southall mpd during August.

8A Edge Hill’s Jubilee 45617 MAURITIUS, possibly on a running in turn, about to depart with a passenger train for Chester with an enthusiast enjoying a bit of banter with its crew. If asked, most crews would allow enthusiasts to climb into the cab provided time allowed and were often very approachable, explaining the controls and the finer working points of a steam engine.

Britannia 70044 EARL HAIG having a change over of crews, with myself trying to over hear the conversation that usually involved a discussion regarding the condition of the loco and state of the fire etc.

This Britannia was the first member of its class to be fitted with a speedometer.

Of interest for the keen model maker in this shot is the view of the slots above the cab side number, which appeared during mid-1956. It, was stated that they were fitted for the driver’s name (although some slots have been noted on the fireman’s side) to be displayed on engines employed on the main expresses. It was claimed that they were seldom used and indeed I never observed any being used.

This Britannia was the first member of its class to be fitted with a speedometer.

7MT, 70044 EARL HAIGH was one of the two Britannia’s that were originally fitted with second hand ex WD, Westinghouse steam operated air braking pumps, each generated 70psi. Air pressure. They were fitted either side of the smokebox until removal in February 1957 during an interim overhaul during which smoke deflectors were also added.

I often wondered if the driver and firemen found they restricted forward vision.

The WD crews certainly did, which resulted in BR lowering them by 10inches so they could see the signals easier.

Considering the speed that this type of locomotive often travelled at, it is surprising that without smoke deflectors, drifting exhaust smoke was not a problem. Only the handholds on theBritannia’s smoke deflectors were deemed to restrict forward vision and following a serious crash they were replaced by a recessed hand hold variety.

56F Low Moors nice clean Jubilee, 45694 BELLEROPHON about to depart for Bradford’s Exchange Station with the return excursion (A special train to Chester for a visit to the Zoo). I remember being that busy taking photographs of the Britannia I almost missed the train back home.

Seen running through Shrewsbury station on a dull winters day are a pair of coupled light engines, Black Five 45044  a 6A Chester allocation plus an unidentified Brush type 4 Diesel.  

Emerging from the mist on the same day is Manor class locomotive 7802 Bradley Manor approaching Shrewsbury station with an express passenger working.

I PROMISED TO INCLUDE STORIES OF SOME OF MY "AWAY DAYS," HOWEVER THE MOST MEMORABLE WAS NOT JUST A DAY TRIP BUT A WHOLE  FORTNIGHT SPENT DURING THE SUMMER OF 1964 ON A TRAINING COURSE BASED AT BRISTOL - WHAT AN OPPORTUNITY! 

THEREFORE I HAVE TAKEN THE LIBERTY TO INCLUDE MUCH PERSONAL DETAIL IN THIS (18) AND THE NEXT TWO GALLERIES (19&20)  COVERING THE TWO WEEKS EXPERIENCE IN THE HOPE OF MAKING IT MORE INTERESTING, REFLECTING ON THOSE WONDERFUL TIMES IN THE SIXTIES.

SETTING THE SCENE

Whilst the first six months of 1964 were truly hectic as I threw everything at my passion for the railway scene apart from the proverbial kitchen sink, the second half of the year really was manic. I had everything I needed, finance, decent camera equipment, planning skills and the ability to obtain permission to venture around sheds and works. Perhaps the only thing lacking was time as BR were replacing steam power with it’s rapidly increasing diesel fleet plus the modernisation of the railway infrastructure was rapidly taking shape. These were indeed changing times not just involving motive power, corporate signage, rolling stock, track work and signalling etc but including items as diverse as BR (WR) changing its timetables and clocks to the continental 24hour system in 1964 one year earlier than the other regions to the brand-new super loos complete with electric hand driers installed at 56F Low Moor shed.

Near the end of May I was called to the managers office to be informed that I was to be promoted and that I had been booked on a two weeks training course in Bristol, all expenses paid – phew! - Totally unsuspected and out of the blue. It was late on a Friday afternoon, so I went straight home, advised my parents of my good fortune, bolted my tea and then went straight back to town and up into the commercial library, my favourite venue for plotting trips around the railway network. 

Using my tried and tested method of using four pages in an exercise book – one each for finance, permission, planning and transport, I found an empty table to spread out maps, timetables and a shed location guide book, working on a page at a time. Transport was easily dealt with as it was agreed I could travel by train, not only that but I would be given enough money for a first class return ticket plus meals on the train in the form of a cash advance against expenses. I was pleased that my Hotel accommodation including meals etc would be dealt with directly by my employers. Train times were easy to sort out – I would travel on the “Devonian” from Bradford F.Sq. Station on the Sunday the 21st June.

Planning how to use my spare time was easy, during the first week I intended to visit Bristol Temple Meads Station in the morning prior to the day’s lectures, back to the hotel for dinner and straight back out in the evening to the Stn which was only a few yards away, determined to put my camera to good use by taking both day and night shots. The weekend would be used to visit the local sheds and, if funds allowed a trip to see some SR steam at Exeter.

Being a little low on funds I asked my parents if they would overlook my board money for the fortnight, no, was the reply, but Mother said they would not increase it even though with my promotion I was to receive a pay increase. Please could I borrow some money? Sorry no – my parents had stretched themselves to buy another car – so much so they both had to stop smoking after years of trying and failing.

Time for the thinking cap, the more cash I could raise the more films I could buy and maybe more trips to new locations would be possible.

Realizing that if I used the cash for the first class return ticket on a second class one it would generate some surplus funds for further travel, also the cash advance intended to cover the basic (seven and sixpence) cost of a meal both ways on the train, could be better used for purchasing 35mm films (seven and thrupence each). 

The big day arrived and I boarded the “Devonian” as a businessman!

My mum had packed a suitcase (borrowed from our next-door neighbours) with a new made to measure suite they had bought me for my twenty first birthday, plus white shirts, silk hankies, socks etc to which I later sneaked in my old socks, jeans, Arran jumper etc. Plenty of basic sandwiches and fruit joined my hand drawn maps, shed directory, pens, notebooks, camera and associated equipment including my red bulb, plus last but not least a new I. Allan combined volume which being six months out of date was acquired from W.H.Smiths at the reduced price of five bob.

On the train the smell of warm food tested my resolve, and I was unable to resist the opportunity of a hot meal (saving my sandwiches for tea) but at the cost of one film less.

I felt like the “bees’ knees”, living for a while like  the other half did ! 

I had phoned the Grosvenor hotel, (which was later to feature in an early classic 80’s movie “Radio on”) and having noted its island position very close to the Station on a map of the area, I asked them if they had any rooms overlooking the Station and if so, could I be allocated to one of those bedrooms that had that view?  This they did, but the two photos bellow taken from my room window on the Tuesday morning illustrated the disappointing view – the main road and just one railway siding.   

                                              BRISTOL TEMPLE MEADS STATION  FRONTAGE.

On Monday the 22nd of June I and my fellow “pupils” met  after lectures  and went down to the local pub for suitable refreshments.

I wondered why the pub doormat had the word “Courage” on it until I tasted my first and last pint! 

Whilst there it was arranged that we would all visit the Cheddar Caves on Tuesday evening. I had to be seen mixing so my plans for the railway scene had to be put on the back burner that day.

Wednesday saw me on the Station platform until removed by a railway employee who asked me if I had written permission from Swindon to take photographs. Surprised at the question I replied no but as I was a responsible enthusiast with a NE line side permit, please could I carry on – again NO was the answer – you are on the Western Region now and without having the required authorization to take photographs I am escorting you off the Station. I was gob smacked.

I was determined to try my luck again on Thursday evening but not in Jeans etc.

After taking the previous photo of the Station frontage and car park after tea on Tuesday  I went straight over to the platform at the back of the station.

There was a good view of 82A Bristol Bath Road Diesel depot from the end of this platform, so a quick snap at around 6pm then back out of sight until the following were photographed;

“Western” D1020 WESTERN HERO groans round the back, despite having been built by Swindon Works and put into service on the 21stMay 1963, it was withdrawn ten years later from 84A Laira depot on the 4thJune 1973 after achieving almost a million miles in service.

This loco was just one of the only four Western class (D1017 - D1020) that due to a cost saving exercise were never fitted with dual AWS and braking systems, which may have influenced its early demise, being scrapped at Swindon Works on the 17th April 1974.

82A Bristol Bath Road allocated Hymeck D7054 was next on the scene sounding much healthier drifting through light engine to the Bath diesel depot code  82A. Interestingly this loco managed to be withdrawn three times in its working life before scrapping at Swindon Locomotive Works during April 1975.

Followed by steam at last in the form of:

GWR Collett 6821 LEATON GRANGE, light engine having just been transferred to 82E Bristol Barrow Road shed a few days earlier.

At last, I had managed a few photographs, albeit only four, before yet again being ejected from the Station after only a few minutes stay!

This was despite my deliberate change of attire – suite, white shirt, slim jim tie and leather brief case containing just the camera.

Unlike me, I gave up the ghost after that and never attempted photography, day or night again in this superb Station, which reminded me of the equally impressive York Station in my "home" county.

Not a good start, with only a handful of snaps, so much so I decided that on the Friday evening I would have a train journey to visit 83B Taunton shed and try my luck there.

After buying a fresh film (7/3p) and a return ticket (9/-) off I went on my next adventure to pastures new.

Outside 83B Taunton shed, in the yard were two 82A Bristol allocated diesels, Hymeck D7024 having a quick smoke break while waiting its next turn of duty plus behind a rather sorry looking Western D1002 WESTERN EXPLORER at rest.

GWR Collett 0-6-0PT 6412 looking unwanted, forlorn and filthy, an 83E Yeovil Town allocated tank in limbo until re-allocated to 85B Gloucester Horton Road a couple of months later. Together with “Mickey Mouse” Ivatt 2MT 41213 that had been withdrawn from 72E Barnstaple Junction during December 1963.

Inside the rather derelict looking roundhouse I managed to take a poor quality photograph of Collett 0-6-0 class 2251  number 3201 -  a Templecombe (S&D) 83G allocated loco and Collett 57xx class 0-6-0PT 9647  at rest in its home shed. 

Although the shed remained in use for a further four years it was a typical run-down steam depot – filthy – and so was I to the extent I had to buy a flannel from the local shop (1/9p) and tried to clean myself up using a tablet of BR (WR) soap on the train during my journey back to the hotel.

That night after my usual (late) meal of best steak followed by strawberries and cream washed down with plenty of coffee, I had to decide on spending my remaining funds on another three films (21/3p) or a rail trip to Exmouth Junction shed via Exeter (18/6p) plus just one more film (7/3p)- the rail trip won but I realized I would have to forsake the dinner (7/6p) on the train home. Late Friday night I replaced the bedroom bulb with my red one and carefully loaded the new film in my camera to enable 39 exposures to be taken instead of the intended 36 then forgetting to change the bulb back to the white one on completion - see comments in gallery 20 !

The story continues in the next two galleries;  19& 20.

Saturday am the 27th, first stop 72A Exmouth shed. After showing the shed foreman my railway tickets from both Bradford and Bristol, permission was granted to wander around the depot and take some photographs.

If Taunton shed was both run down and filthy, this shed was even worse with an air of neglect everywhere. Taste it, smell it, feel it, muck, oil, ash, grease, smoke, clutter, coal, water – you name it  - it was everywhere in abundance.

First in the frame was BR 4MT 2-6-4T 80041 in a comparatively clean condition with fellow stable mate 80038 on one of the ash pit roads.

A filthy example of a “spam can” as we called them up North, BB Class 34066 SPITFIRE surrounded by more filth having its smokebox cleaned out by an equally filthy member of the shed staff who explained that he could tell who the previous loco crew had been by the sheer volume of ash created by an over zealous approach to time keeping!

Until putting these notes together I had not realized that the chunky BR 4MT tank engines were 2.5 tons heavier at 88.5 tons in comparison to the 86 tons of the BB class.

The shed scene at 72A Exmouth Junction - filth, filth and yet even more filth. 

Not the most appealing working environment but fascinating to a steam enthusiast,

I remembered thinking how much more atmospheric it would look after a heavy downpour of rain, 

but hey, through the smog the sun was shining, with plenty of clag in view as 34062 17 SQUADRON is pictured "brewing up" !

Allocated to 84A LAIRA shed a few days earlier, Hymeck D7095 was the next lump of motive power I photographed  as it was clean in contrast to the steam loco’s, as was its surroundings, nodding off in the hazy sun whilst waiting its next turn of duty along with 83A Newton Abbot’s Class 22, D6335.

In complete contrast to the well maintained, clean diesels in the previous picture, I noted home shed allocated SR 2-6-0 31845, which  sounded "dog rough" as we use to say, plus looking well run down and absolutely filthy, that had been serviced and was seen moving off shed with it’s tender full of coal and water ready for its next allocated turn.

This loco survived just another three months before final withdrawal came after 40 years in service.          

The cleanest steam BB locomotive recorded on shed that day was 34062 17 SQUADRON - no longer emitting filthy clag as seen in the previous shed scene – just steam from its safety valves as it prepares to move off to Exeter Central Station for its next turn of duty. 

Of note is the spotless bike!

EXETER CENTRAL STATION.

Having secured some shed shots, it was time to try my luck at the Station where, unlike Bristol Temple Meads I had no access problems whatsoever. I was very pleased to have captured BB, MN and WC examples of a class that up North were called “spam cans”

WC 34100 APPLEDORE rolls into the Station, refreshingly still complete with nameplates, smokebox numberplate and its 70E Salisbury shed code plate.

Soon to be followed by Exmouth’s 72A’s own BB 34062 17 SQUADRON seen for the third time today, pausing on the centre through road awaiting its next job after having been serviced on shed, as seen in the two earlier photographs.

Here we have Exmouth’s class N 2-6-0 31856 easing a passenger train up the gradient prior to entering the Station. 

WC 34036 WESTWARD HO arriving at the Station with the fireman noting the single enthusiast sporting the then obligatory duffle bag.

Another “spam can”, BB 34078 named 222 SQUADRON drifts into the Station on a passenger working.

3F 0-6-0PT 4694 busy on shunting duties, once again it was nice to note it still retained its cast iron cabside number plates, smokebox number plate and 72A shed code plate.  

Back to Bristol after an enjoyable day on the Southern Region, objectives achieved with no problems encountered going on shed or taking photographs on the Station platforms. It was worth every penny.

The flannel came in handy again being used on both Exeter Station and the train back, making full use of a pure white block of soap impressed BR(SR).

However appearances just had to be maintained on return to the Hotel, so yet another bath, a change of film using the red bulb and a lie down reflecting on the day’s events, followed by a change into my best suit, spotless white shirt and tie before enjoying a best steak and strawberries dinner yet again.

I had to look the part !

Sunday morning on the 28th June saw me once again asking the shedmaster in charge of the super clean 82A Bristol Diesel Depot for permission to climb one of the floodlight pylons for photographic reasons, but for the third time the answer was a positive NO and don’t dare ask again.

Next I tried my luck at 82F Bath (Green Park) shed and was pleased to be given the ok to take photographs, one of which was Fowler 7F 53809 which had been withdrawn earlier on the 1st June 1964.

Next followed a visit to Bristol Barrow Road 82E shed (my favorite WR steam shed) and having again secured permission to go round without a guide, I spent a few most enjoyable hours taking photographs in the sunshine.

On shed was a group of locomotives in steam ready for the road, including 2B Oxley allocated Castle Class 5000 LAUNCESTON CASTLE which was withdrawn just a few months later during October.

More duck eggs, sunshine and drifting smoke, I really was in my element.

Another shed scene with ex;GWR engines, a 9F all loaded up with “Duck Eggs” but the Black Five had a tender full of decent looking coal. I can still smell the fumes and feel the grit in my eyes – those were the days!

A varied collection of steam loco classes plus the inevitable diesel shunter by the coaling tower were noted in this shed scene.

Castle class 5096 BRIDGWATER CASTLE which was reputed to have been withdrawn earlier on the 15th June from 85a Worcester, but here was still in steam just thirteen days later.

Last but not least I photographed 6916 MISTERTON HALL, a 2D Banbury loco looking in good external condition, only missing its shed code plate. 

Back to the digs, dirty, tired but happy with my weekend jaunts. 

Whereas the first week of my training course had gone well in respect of the railway scene, the second week was an unmitigated disaster. It is too long a story to relate here, but it was caused by my fellow pupils discovering it was my 21st birthday on the 30th of that month and insisting on taking me out for a drink. Refusing to drink the dish water (Courage beer) I had downed eleven pints of scrumpy (naïve fool) plus numerous pickled eggs and strawberries purchased from the roadside, all of which combined to sink me without trace. I was ill for almost three days during which I was carried/dragged/linked to and from the nearby course venue. No money left for any meal on the return train journey home, but I remember the hot potato cakes and oxo gravy mum welcomed me back with.

The least said about the course feedback and my boss’s comments the better, but I will mention the fact the hotel posted a red bulb back to work, working on the assumption it was mine!